Cold weather starting apparatus for diesel engines



Sept. 25, 1962 J. J. DE CAROLIS 3,055,750

COLD WEATHER STARTING APPARATUS FOR DIESEL ENGINES Filed Oct. 20, 1959 3Sheets-Sheet 1 i W 40 I $455 /c30 -50 E 52 g *5] 7 22--- 4\- 24- k Fig.1

Iii W w Z4 26' v 2127 25 ml INVENTOR.

p 1962 J. J. DE CAROLIS 3,055,750

COLD WEATHER STARTING APPARATUS FOR DIESEL ENGINES Filed Oct. 20, 1959 5Sheets-Sheet 2 ITTORIVEKS' p 1952 J. J. DE CAROLIS 3,055,750

COLD WEATHER STARTING APPARATUS FOR DIESEL ENGINES Filed Oct. 20, 1959 3Sheets-Sheet 3 United States Patent Qiiiice 3,055,750 Patented Sept. 25,1962 3,655,75t) COLD WEATHER STARTENG APPARATUS FOR DKESEL ENGINESJulius J. De Qarolis, State College, Pa., assignor to the United Statesof America as represented by the Secretary of the Army Filed (Bet. 20,1959, Ser. No. 847,663 4 Claims. (61. 43-493) The invention relates tothe introduction of starting fuels into the intake air stream ofinternal combustion engines with delivery of the starting fuel in theengine cylinders in the best state for initiating combustion.

The problem of starting internal combustion engines in cold weather, andparticularly diesel or other engines using heavy or less volatile oils,has long been recognized as evidenced by US. Patents Nos. 1,250,465 (C.D. Jenney, December 18, 1917), and 1,451,434 (D. Roesch, April 10,1923). It is commonly known that Cold Weather" exists, insofar as adiesel engine is concerned, at any temperature below plus 40 F. Therecent increased use of diesel power and increased interest in arcticand semi-arctic areas has resulted in a renewed search for methods andapparatus to facilitate cold starting of those engines. This need isparticularly critical in the military services because of an even morethan average increase in interest toward both diesel power and coldareas,

Various aids have been used in the organization of methods and apparatusfor the cold starting of internal combustion engines. Developments haveincluded the use of a highly volatile priming fuel such as ethyl etheror di-ethyl ether, the use of heat in the form of heated fuels, heatedair, or glow plugs, and induced volatilization of the starting fuel bymeans of sprays, jets and wicks to introduce the fluid into the airintake of the engine. However, while failing to solve some of theexisting problems, as for example maximum vaporization, these partialsolutions have introduced other problems of their own. When thevaporization of introduced priming fluids is incomplete and there is alarge content of entrained larger droplets, contact of the air mixturewith extremely cold surfaces causes precipitation and depositing of thepriming fluid on the walls of the intake manifold and other placesenroute to the cylinders resulting in the storage of a large amount ofpriming fluid in the air intake system. This situation presents aproblem. When the engine is started, it receives not only the normalfuel supply being introduced through the injectors but also theincreased charge of the excess priming fluids suddenly picked up in theintake manifold by the increased air velocities resulting from theengines catching. The combination of normal fuel plus the excess primingfluid can cause incomplete combustion as a result of an improper airfuel ratio of possible long term damage to the engine as well as anuncontrollable overspeeding which could cause immediate harm in theengine.

Previous apparatus for the introduction of priming fluids have failed totake into account the low mass and speed of air flowing through anintake system of an engine during the cranking period and consequentlythe use of air or hydraulic atomizers which have produced a mass meandrop size in the order of 30-50 microns have been found to beinadequate. These heavier droplets lose velocity and precipitate out ofslow moving air whereas a good delivery without gravity or coolingprecipitation can be obtained if the mass mean drop size is maintainedin the order of 5 microns with actual vaporization of a maximum contentof the priming fluid. For example, a test conducted on an engine atminus 30 F. indicated that at the end of a thirty seconds crankingperiod less than one fourth of the fuel introduced to the intake systemever reached the cylinders, in the case of fuel having a mass meandroplet size of the order of 3050 microns.

The present invention directed to apparatus for the starting of internalcombustion engines, particularly diesel engines, in temperatures as lowas those normally expected to be encountered anywhere on earth providesfor the introduction of a vaporized priming fluid into an engine withthe use of heat, jets, air pressure and pressure of vaporization toprovide the maximum vaporization and atomization of the starting fluid.The invention also provides for the introduction of the proper amount ofpriming fluid under the proper pressure for starting an engine at anyparticular temperature.

It may then be said that the principle object of this invention is toprovide apparatus for the introduction of a liquid priming fuel to aninternal combustion engine wherein the fuel has been metered,volatilized and introduced under pressure to provide for the delivery ofthe proper amount of fuel vaporized to the maximum to correspond withthe need of the engine as determined by the ambient temperature.

Another object of the invention is the provision of a system tointroduce a measured quantity of fluid fuel, in a form providing maximumvaporization and minimum droplet size of the volatilized fuel remainingunvaporized, into the intake manifold of an internal combustion engme.

Another object of the invention is to correlate the amount of a primingfuel and the pressure at which the volatilized fuel is introduced intothe intake manifold of an internal combustion engine with the ambienttemperature or the engine temperature at the time of starting.

Another object of this invention is to combine gaseous pressure, avolatile priming fuel, heat, vapor pressure and gaseous atomization toproduce the maximum vaporization and minimum mass droplet size ofvolatilized but unvaporized priming fuel in the introduction of apriming fuel into an internal combustion engine through the air intake.

Another object of this invention is to correlate the pressure forcing apriming fuel into the intake manifold of an engine with the amount ofthe fuel introduced to produce a nonlinear rate of introduction of thefuel correlated with the requirement of the engine for an initialmaximum followed by a constantly diminished time rate of introduction ofpriming fuel.

Still another object of this invention is to provide apparatus tofacilitate the cold weather starting of internal combustion,particularly diesel, engines adaptable to use over a wide range oftemperatures, as for example from plus 40 F. to a minus F.

Briefly, in accordance with this invention, there is provided anapparatus for the introduction of a volatilized liquid priming fuel intothe intake manifold of an internal combustion engine. The apparatusincludes a metering reservoir wherein provision is made for themeasuring of a quantity of the liquid fuel to correspond with theambient temperature and means for introduction of a gaseous pressure tothe metering reservoir to drive the metered fuel from it. The apparatusalso includes a heated vaporization chamber in communication with themetering reservoir for volatilization and vaporization of fluidintroduced to it from th metering reservoir and conduits to leadvaporized fluid from th heated vaporization chamber through the intakemanifold. The various components are so arranged that when the heatingelements are thermostatically controlled and there is a flow of theliquid fuel from the metering reservoir to vaporization chamber, withthe ensuing vaporization of fuel, a maximum pressure will be built upquickly in the vaporization chamber which will in turn drive volatilizedfuel from the vaporization chamber into the intake manifold. Thearrangement of the components is also such that the pressure on thevolatilized fuel will reach an immediate maximum and will thenconstantly decrease so that there is an initial maximum rate ofintroduction of volatilized fuel followed by a constantly diminishingrate of introduction of fuel into the intake manifold.

In the accompanying drawings, illustrating preferred embodiments of theimprovements comprising the invention:

FIG. 1 is an elevation, partly in section, of an apparatus for theintroduction of volatilized priming fuel into the intake manifold of aninternal combustion engine;

FIG. 2 is an elevation, partly in section, of an apparatus for theintroduction of volatilized priming fuel into an internal combustionengine generally according to the same invention as that of FIG. 1 butwith modification in the vaporizer and pressure system; and

FIG. 3 is a vertical section of the apparatus of FIG. 2 with modifiedfuel metering and supplemental pressure components.

Referring more particularly to FIG. 1 of the drawings, the particularembodiment of the invention includes generally a fuel metering reservoir1 with a conduit 2 interrupted by a solenoid valve 3 for the gravityflow of fuel from the reservoir to a vaporizer 4 which includes a vapordelivery tube 5 protruding from the vaporizer into intake manifold 6 ofan internal combustion engine. The fuel metering reservoir 1 may takethe form of an upright chamber 7 having one wall 8 of translucent ortransparent material, a pressure tight top 9 with a removable fillerplug 10 and pressure tight bottom 11 containing tap plug 12 providingfor communication from the interior of the reservoir to conduit 2. Wall8 is provided with graduate markings 13 calibrated in degrees oftemperature to indicate the level of a liquid priming fuel such as ethylether necessary to start the particular engine to which the apparatus isattached in the particular ambient temperature at the time of starting.Flow of liquid from fuel metering reservoir 1 to vaporizer 4 throughconduit 2 is controlled by solenoid valve 3 containing a valve inhousing 14, solenoid switch 15 and control circuit 16 which includes acontrol switch 17 for activation of the circuit and the solenoid.

Vaporizer 4 includes an upright housing 20 into the bottom of which islet tap 21 for flow of liquid from conduit 2 to the interior of thehousing. Vaporizer housing 20 contains insulation tube 22 of thinaluminum or other material of small heat capacity but high heatreflection of a shape conforming to that of the interior of vaporizerhousing 28 so that it can be spaced from the interior walls of thehousing as determined by shoulders 23 to establish an air space 24surrounding the insulation tube. Resting on the interior step 25 ofinsulation tube 22 is platform 26 which has its lower surfaceapproximately parallel to but spaced from the interior of the bottom ofvaporizer housing 20 so as to provide a fluid conducting space 27 influid communication with conduit 2. Platform 26 is ported as at 28 inseveral places to permit conducting space 27 to be in fluidcommunication with the interior of insulation tube 22. Within insulationtube 22 there are located a heat storage tube 30 conforming to theinterior shape of insulation tube 22 but sufficiently smaller than theinsulation tube to provide for a vaporizing chamber or space 31 betweentheir walls and heating cartridge 32 within the heat storage tube 30.The heat storage tube may be made of a fairly heavy gauge copper orother material of good heat conductance and relatively high heatcapacity and contains the heating cartridge 32 in heat transferrelationship with itself. Heating cartridge 32 is arranged so as to fillless than the entire space 33 within the heat storage tube and the heatstorage tube 30 is ported at 34 to provide for fluid flow fromvaporizing space 31 through heat storage tube 30 to the interior space33 for reasons to be described later.

The vaporizer housing 20 is closed by top 35 which contains a fluidtight tap plug and cap 36 for entrance of wires 37 into the interior ofthe vaporizer. Wires 37 connect to a power circuit 38 containing switch19, relay 29, and pilot light 39 and the heating cartridge 32 ascontrolled by a thermostat 4t). Vaporizer cap 35 is bored through at 41to provide for the receipt and seating of the vapor delivery tube 5 andtap 42 in such a way that the interior of the vapor delivery tube 5 andtap 42 are in fluid communication with the space 33 within the heatstorage tube of the vaporizer. Tap 42 forms a connection for a pressureor vapor conduit 43 which is in turn connected to tap 44 through a wallof chamber 7 for fluid communication with the interior of the fuelmetering reservoir 1. Vapor delivery tube 5 is elongated and contains avapor passage 45 extending through the shank portion 46 and vapor nozzle47 which latter protrudes into the intake manifold 6. The constructionof the vapor delivery tube resembles that of vaporizer 4 in that thevapor passage 45 is defined by an interior Wall 48 of a material havinggood heat conductivity and high heat capacity. An outer wall 49 of goodheat reflection and low heat capacity serves to contain the intermediateheating element layer including insulation and a helical electricalheating wire 50 of common design powered by a source of current notshown.

In operation, the apparatus of FIG. 1 is charged by the insertion of aproper amount of priming fuel such as ethyl ether into the meteringreservoir 1 through filler plug 10 as indicated by the propertemperature graduation 13 with the solenoid valve 3 in a closedposition. Circuit 38 is then activated to heat heating cartridge 32which causes the interior of the vaporizer to reach a predetermined heatabove the boiling point of the priming fluid which temperature ismaintained by thermostat 4th. Relay 29 which is normally closed connectslight 39 when thermostat 40 is open, disconnecting the heater 32, but iselectrically biased to connect thermostat 40 to the battery when heatingis required. After pilot light 39 indicates a condition of readiness,switch 17 in the solenoid valve circuit may be closed prior to or inconjunction with activation of the engine starter. Closing switch 17opens solenoid valve 3 and permits the priming fluid to gravitatethrough conduit 2, fluid conducting space 27 and ports 28 into thevaporizing space 31 where the priming fluid is quickly subjected to atemperature above its boiling point. The immediate result of contact ofthe priming fluid with heat storage tube 30 is a commencement of heatinduced vaporization which causes vapor to flow on through thevaporizing space 31, ports 34 through the heat storage tube 30, space33, the bore at 41 in the cap and into both conduit 43 and the vaporpassage 45. As the pressure caused by the vaporization increases, thereis an increase of pressure in the fuel metering reservoir over the topof the remaining liquid fuel which forces all of that priming fluid fromthe metering reservoir and conduit 2 into the vaporizer. The build up ofpressure causes the vapor to be forced through vapor passage 45 intointake manifold 6. A most important result of this arrangement is thatthe pressure caused by the vaporization of the primer quickly gains amaximum which is dissipated by the exit of vapor through the vapordelivery tube 5 causing the time rate of delivery of vaporized primerfrom vapor nozzle 47 to reach a peak at the initial portion of thecranking cycle when it is most needed in the engine and thereafter toconstantly diminish to provide some but not too much priming fluid asthe engine begins to fire.

In FIG. 2 the fuel metering reservoir 51 is connected by means ofconduit 52 interrupted by solenoid valve 53 to the vaporizer 54 which isprovided with a vapor delivery tube 55 to the intake manifold 56 of aninternal combustion engine. Fuel metering reservoir 51 includes achamber defined by walls 57 and translucent or transparent wall 58 madepressure tight by the top 59 and bottom 61, the top 59 being providedwith a filler plug 60. Communication between the interior of the fuelmetering reservoir 51 and conduit 52 is by means of tap 62. Wall 58 ofthe reservoir carries graduate markings 63 corresponding to markings 13but with the addition of a scale reading in pounds per square inch asshown in the drawings. Solenoid valve 53 is identical to the arrangementof solenoid valve 3 of FiG.- 1 and the elements 64, 65, 66, and 67 arethe counterparts of the valve housing 14, solenoid switch 15, solenoidcircuit 16 and switch 17 respectively.

Vaporizer 54, shown here in vertical section as having a triangularconfiguration, may be of any shape as pyramidal, conical or V shaped, isbuilt about a flo r plate 70 of heavy gauge copper or other material ofgood heat conductivity and high heat capacity. Sloping interior walls 71are made of thin aluminum or other material of good heat conductance andlow heat capacity to reduce the heat energy requirement. The floor plate70 and interior walls 71 are surrounded by heating wire element 72 whichis packed in an insulation and retained in place and protected by anexterior wall 74 which preferably has properties of heat reflection andlow heat capacity. The heating wire 72 also extends into the vapordelivery tube 55 and is powered by power circuit 78 which includes therelay 69, the pilot light 79, thermostat 80 and switch 87. Relay 69normally maintains its switch to light 79 closed, opening it on thepassing of current through the heating wire loop of the circuit.Vaporizer 54 also includes block 75 at the juncture of the side wallsfacing floor plate 70 and bore plug 76 which interconnects the conduit52 and spray nozzle 77. Spray nozzle '77 is coordinated with floor plate70 so that spray size, distance of nozzle to plate and plat-e area areselected to cause nozzle 77 to cast a finely divided spray evenly overfloor plate 70 at normal range conditions of pressure and priming fluidflow. Vapor delivery tube 55 which is set into the side of vaporizer 54by means of the sleeve 81 is identical in structure to vapor deliverytube 5 previously explained.

Instead of the regenerative pressure system used in FIG. 1, theembodiment of FIG. 2 uses a separate pressure system 82 which includesan air pump 83 connected to the fuel metering reservoir by means ofconduit 84 which is let through wall 57 by means of tap 85. Alsoattached to and communicating with the interior of the fuel meteringreservoir is a pressure gauge 86 of commercial type. Graduations 63 onwall 58 include the same calibration in degrees Fahrenheit as found at13 in FIG. 1 and in addition carry a corresponding pressure in poundsper square inch. The graduation marlings 63 therefore serve not only toindicate the amount of liquid priming fluid to be placed in the meteringreservoir but also indicate the proper pressure under which to place thepriming fluid to produce the desired result of intense initial pressureand the following required rate of decrease of pressure. The markings 63must therefore be determined by calculation or experiment for anyparticular internal combustion engine to which the apparatus is fitted.

Operation of the apparatus of FIG. 2 is substantially identical withthat of FIG. 1 and requires charging of the metering reservoir 51through filler plug 60 to the desired level as indicated by thetemperature graduations 63 with the solenoid valve 53 in the closedposition. The reservoir is then charged with a gaseous pressure to thatindicated on the graduations 63 by means of pump 83 with the pressurebeing indicated on gauge '86. At the same time, heater circuit 78 isactivated by closing switch 87 to bring the vaporizer and particularlyfloor plate 70 to the desired temperature as controlled by thermostat80, which temperature is above the boiling point of the particularpriming fluid used. When the proper temperature of vaporizer 54 isreached,

6 the apparatus is in condition for starting the engine as indicated bypilot light 79 which is switched on by deactivation of the coil in relay69.

With the vaporizer at the proper heat, the priming phase of theapparatus is commenced by the closing of switch 67 to open valve 53either in advance of or in connection with the commencement of crankingthe engine. Opening of valve 53 permits expulsion of the priming fluidfrom the metering reservoir under the gaseous pressure previouslymentioned through spray nozzle 77 to cause the priming fluid to beapplied directly against hot floor plate 70. The injection of primingfluid into the vaporizer under pressure and the resulting vaporizationof the priming fluid as it hits the hot floor plate 70 causes a quickrise in pressure within the vaporizer. This pressure causes the hotvapor to be forced through the heated vapor deliveiy tube into theintake manifold 56 of the engine. Delivery of vapor into the manifold isaccording to the same time rate pattern as was explained in connectionwith the view of FIG. 1, i.e., an initial maximum or peak rate ofdelivery followed by a constantly decreasing rate of priming fueldelivery. In this instance the decrease in rate of delivery resultsdirectly from the fact that a decrease of pressure in the fuel meteringreservoir caused by the expansion of the gas in the reservoir to replacethe escaping liquid decreases the pressure with a consequent slowing ofthe rate of delivery of the primer from spray nozzle 77 Again throughcoordination of the amount of primer, pressure, vaporizer heat andchamber size of the vaporizer, the primer fuel delivery into the intakemanifold is coordinated with the starting of the particular engine.

In FIG. 3 there is a vertical section of the invention generallycorresponding with FIG. 2 except for the use of an automatic fuelmetering system which is slightly different from the visually chargedfuel metering reservoir of FIG. 2. Generally in FIG. 3 there are apriming fuel tank 90, priming fuel metering reservoir 91 and vaporizer94 which is identical to and serves the same purpose as vaporizer 54 asillustrated in FIG. 2 and previously described. Solenoid 95 controllingvalve 93 interrupting conduit 92 between the fuel metering reservoir 91and its accompanying control circuit is also identical with the solenoid65 and circuit 66 illustrated in FIG. 2 and for that reason not includedin FIG. 3. Priming fuel tank 90 is any convenient fuel tank with afiller plug 96 and two ports 97 and 98 in the bottom. Metering reservoir91 consists principally of a block 100 which contains horizontal bores101, 102, and 103 and reselvoir chamber 104- which is closed by bottomplate 105 shaped for drainage into plug 106 to which is connectedconduit 92. Block 100 is also provided with vertical bores 107, 108,109, 110, 111, and 112 and relief 113. Block 100 and tank 90 arefastened together with registry between relief port 97 and bore 107 andbetween fuel port 98 and bore 108.

Bore 101 contains fuel valve 115 secured in the bore by means of plug116 and retained in pressure charge position by means of spring 118.Fuel valve 115 carries piston portions 119 with the sealing rings 120which are in fluid tight registry with the interior of bore 101 andreduced portions 121 which serve as fluid conduits. Piston portions 119and reduced portions 121 of fuel valve 115 are so arranged that when thevalve is in the pressure charge position illustrated as biased by spring118 there is fluid communication between relief port 97 and fuel port 98of the fuel tank and fluid communication between vertical bores 110 and111 of the block whereas when the valve is moved to the fill position byan operators pulling on handle 117 compressing spring 113 relief port 97is in fluid communication with vertical bore 109 and fuel port 98 is influid communication with vertical bore 110 in which is seated one end offiller tube 122 while bore 11.1 is blocked from fluid communication withany other port or bore.

Metering shaft 123 is journaled in bore 102 and contains a longitudinalbore 125 open to vertical passage 109 at the internal end of the shaftand continuing up the shaft toa convenient location for metering tube126 which protrudes normally to the shaft and has one end seated into aradial bore 127 to provide fluid communication from bore 109 throughlongitudinal bore 125 and metering tube 126. Metering shaft 123terminates at its opposite end in pinion 128 and is retained in bore 102by means of retainer plug 124.

Attached beneath block 100 at the cutaway portion 129 is temperaturecontrol 130 which includes a mounting block 131 bored to permit passageat shaft 132, liquid filled bellows 133, bellows cover 134, andcapillary tube 135 forming the path for transmission of fluid pressurebetween bellows 133 and a liquid filled temperature probe 136 which issupported by the engine block 137 with the temperature probe protrudinginto the coolant 138 of the engine. For effective operation, the volumeof temperature probe 136 is large compared to the volumes of bellows 133and capillary tube 135. The temperature control 130 also includes a coilspring 139 operating between the mounting block 131 and bellows cap 140to bias the bellows toward a contracted position. Shaft 132 of thetemperature control is secured to bellows cap 140 and extends onto bore112 of metering block 100 to terminate in rack 141, a prolongation ofshaft 132.

Rack 141 mehes with pinion 128 and carries cam 143 which is positionedto move back and forth across the axis of bore 103. Bore 103 carriesspring valve 145 which is biased against valve seat 146 by means ofspring 147 and cam follower 148. Plug 149 serves to close the open endof bore 103. Bypass 113 vents valve seat 146 and reservoir chamber 104to the atmosphere through the side of block 100 as controlled by valve145. Block 100 also carries a pump 150 which is mounted with its exhaustseated in bore 111.

Operation of the automatic priming fuel metering apparatus illustratedin FIG. 3 varies slightly from operation of the apparatus as illustratedin FIG. 2 in that the measuring of the proper amount of priming fluidand air pressure is determined automatically from the engine temperaturerather than by the manual filling of a reservoir to a graduationcorresponding to ambient temperature. Contraction of a liquid containedin bellows 133 and temperature probe 136 because of the coldness of theengine causes a contraction of the bellows 133 under the bias of spring139 accompanied by a lowering of shaft 132 which through rack 141 causesa rotation of metering tube 126 about the axis of shaft 123 to swing theopen end of metering tube 126 in an arc to increase its verticaldistance from bottom plate 105' of the reservoir chamber. This open endof metering tube 126 will as hereinafter explained determine the fluidlevel and con sequently the volume of priming fluid to be used in astart. The downward movement of shaft 132 is also accompanied by anincrease of the pressure that the earn 143 exerts on the cam follower148 so as to increase the amount of fluid pressure needed to open valve145 to vent reservoir chamber 104 to the atmosphere through bypass 113.

In preparation for a start after, or concurrently with, the activationof the vaporizer heater in the manner explained in connection with thediscussion of FIG. 2, the fuel metering apparatus of FIG. 3 is chargedby the operators pulling on handle 117 to move fuel valve 115 to thecontracted position of spring 118 permitting priming fluid to gravitatefrom tank 90 through fuel port 93, vertical bores 108 and 110 of block100 and through filler tube 122 into reservoir chamber 104. Air trappedin reservoir chamber 104 escapes through the route of metering tube 126and bores 125, 109, 107, and relief port 97 into tank 90. This escaperoute of air will ensue even though an initial surge of priming fluidmay run through relief port 97 until such time as the priming level inthe reservoir chamber reaches the open end of filler tube 122. When thelevel of priming fluid reaches the open end of metering tube 126, theescape of air from the reservoir chamber 104 is cut 011, preventingfurther flow of priming fluid from tank into the reservoir chamber.Reservoir chamber 104 may be provided with visual means to permit theoperator to see when the fuel stops running if the normally ensuingnoises of filling the reservoir are not sufiicient. When the operatorreleases handle 117 to permit spring 118 to bias the fuel valve to itspressure charge position, the reservoir chamber 104 contains the amountof primer that will be used but under insufficient pressure to cause theproper forcing of the fluid from the reservoir chamber 104 intovaporizer 94. The pressure charging is accomplished by means of pump 150which has been placed into communication with filler tube 122 by releaseof valve handle 117. The reservoir chamber 104 is charged with air untilthe pressure is sufiicient to operate valve venting the chamber to theatmosphere. Escape of air through bypass 113 indicates to the operatorthat the primer is charged. Operation then continues in the same manneras described in connection with FIGS. 1 and 2 by activation of solenoidvalve 93 to permit passage of the priming fluid into the vaporizer andintake manifold as illustrated in FIG. 2.

It is to be understood that the form of the invention herein shown anddescribed is a preferred example of the same and that various changes insize, shape, and arrangement of parts may be resorted to withoutdeparting from the spirit of the invention or the scope of the appendedclaims.

I claim:

1. Apparatus for cold Weather starting by the introduction ofvolatilized priming fluid into the intake manifold of an internalcombustion engine comprising a pressure isolated reservoir, means formeasuring a specific amount of priming fluid into said reservoir, avaporizer having a vaporizing chamber and an electrical heating elementin the chamber for vaporization of priming fluid, a valved conduitinterconnecting said reservoir and said vaporizer for gravity flow offluid from the reservoir to the vaporizer chamber, an elongated vapordelivery tube attached at one end to the vaporizer and having a nozzleat its opposite end adapted to be placed in the intake manifold of aninternal combustion engine for delivery of vaporized priming fluid fromthe vaporizer chamber to the intake manifold of an engine, and a gaseouspressure system for the introduction of a pressurized gas into saidreservoir on top of a level of priming fluid therein, said pressuresystem including means responsive to an increase in temperatureproviding for an initial large pressure which will diminish itself indriving the priming fluid from the reservoir to the vaporizer and indriving vaporized priming fluid from the vaporizer through the vapordelivery tube.

2. Apparatus for cold weather starting by the introduction of avaporized priming fuel into the intake manifold of an internalcombustion engine comprising a pressure tight fuel metering reservoirand a vaporizer located with respect to said reservoir so as to permitgravitation of liquid from said reservoir to said vaporizer, saidreservoir including means for introduction of liquid into the reservoirand means for measuring a predetermined amount of liquid in thereservoir, said vaporizer including a vaporizing chamber, means forheating and maintaining a predetermined heat in said vaporizing chamberand a vapor delivery tube carried by said vaporizer for delivery ofvapor from said vaporizing chamber to an intake manifold of an internalcombustion engine, said reservoir and vaporizer being interconnected andmaintained in said relative position by a first fluid conduitinterconnecting the bottom of the reservoir and the bottom of thevaporizing chamber, said first fluid conduit including a shut-off valveand means for operating that valve, a second fluid conduitinterconnecting said reservoir and said vaporizing chamber near the topsthereof whereby placing a predetermined amount of priming fuel into thereservoir, raising the temperature of said vaporizing chamber to atemperature above the boiling point of the priming fluid in thereservoir and opening said shut-off valve will cause gravitational flowof the priming fuel from said reservoir to said vaporizing chamber,vaporization of said priming fuel, creation of a gaseous pressure insaid vaporizing chamber, in said second fluid conduit and in saidreservoir allowing continued flow of the priming fuel from saidreservoir to the vaporizing chamoer and allowing continued vaporizationof the fuel whereby a vapor under pressure will be caused to flow fromsaid vaporizer through said vapor delivery tube to an internalcombustion engine.

3. Apparatus for cold weather starting by the introduction ofvolatilized priming fluid into the intake manifold of an internalcombustion engine to facilitate cold weather starting comprising apressure isolated fuel metering reservoir, a vaporizer including avaporizing chamber, valved conduit means interconnecting the reservoirand the vaporizer for fluid communication between the interior of thereservoir and the vaporizer chamber and a vapor delivery tube carried bythe vaporizer for delivery of vapor from the vaporizing chamber to anintake manifold of an internal combustion engine, said reservoirincluding means for metering into the reservoir a predetermined amountof liquid priming fuel and means for subjecting priming fuel in saidreservoir to a gaseous pressure, said vaporizer being in position toreceive a gravitational flow of liquid from said reservoir and includingmeans for heating said vaporizing chamber and maintaining saidvaporizing chamber at a predetermined temperature, said valved conduitmeans including a shut-off valve and being in position with respect tothe reservoir and the vaporizer to carry a liquid from the reservoir tothe vaporizing chamber under the force of gravity, said means forintroduction of fuel into the reservoir including a fuel tank and afluid conduit interconnecting the fuel tank and the reservoir,temperature sensitive control means acting upon said reservoir fordetermining the appropriate fuel level in the reservoir and adjustablelevel control means within the reservoir responsive to said temperaturesensitive control means for controlling flow of fuel from the tank tothe reservoir to accomplish the fuel level determined by the temperaturesensitive control means, said means for subjecting priming fuel in saidreservoir to a gaseous pressure including linearly responsive meanscontrolled by said temperature sensing control device for limiting theamount of gaseous pressure to be introduced into the reservoir and forproducing a diminishing pressure within the system, said means formaintaining the vaporizing chamber at a predetermined temperatureincluding a thermostat and a signal device to indicate maintenance ofthe vaporizing chamber at the predetermined temperature and said vapordelivery tube having one end carried by said vaporizer with its interiorfluid communication with said vaporizing chamber and with its other endhaving a vapor nozzle adapted for insertion into the interior of anintake manifold of an internal combustion engine whereby an amount ofpriming fuel determined to be appropriate for the existing temperatureof an internal combustion engine may be metered into said reservoir andsubjected therein to the gaseous pressure appropriate for the particulartemperature and amount of priming fuel and caused to flow through thevalved conduit into the vaporizing chamber, vaporized and forced throughthe vapor delivery tube into an intake manifold of an internalcombustion engine under pressure.

4. Apparatus for the introduction of volatilized priming fluid into theintake manifold of an internal combustion engine to facilitate coldWeather starting comprising a pressure isolated fuel metering reservoir,a vaporizer including a vaporizing chamber, valved conduit meansinterconnecting the reservoir and the vaporizer for fluid communicationbetween the interior of the reservoir and the vaporizer chamber and avapor delivery tube carried by the vaporizer for delivery of vapor fromthe vaporizing chamber to an intake manifold of an internal combustionengine, said reservoir including means for metering into the reservoir apredetermined amount of liquid priming fuel and means for subjectingpriming fuel in said reservoir to a gaseous pressure, said vaporizerbeing in position to receive a gravitational flow of liquid from saidreservoir and including means for heating said vaporizing chamber andmaintaining said vaporizing chamber at a predetermined temperature, saidvalved conduit means including a shut-off valve and being in positionwith respect to the reservoir and the vaporizer to carry a liquid fromthe reservoir to the vaporizing chamber under the force of gravity, saidvaporizing chamber containing and being nearly filled by said means forheating and maintaining a predetermined temperature, and said means forsubjecting priming fuel to a gaseous pressure including a pressureconduit interconnecting the interior of the reservoir and vaporizingchamber at their respective upper portions whereby an amount of primingfuel determined to be appropriate for the existing temperature of aninternal combustion engine may be metered into said reservoir andsubjected therein to the gaseous pressure appropriate for theparticulartemperature and amount of priming fuel and caused to flowthrough the valved conduit into the vaporizing chamber, vaporized andforced through the vapor delivery tube into an intake manifold of aninternal combustion engine under pressure.

References Cited in the file of this patent UNITED STATES PATENTS135,568 Maring et a1. Feb. 4, 1873 1,065,580 Beucus June 24, 19131,237,862 Bintliff Aug. 21, 1917 1,472,264 Beck Oct. 30, 1923 1,623,253Larzelere et al. Apr. 5, 1927 1,748,164 Aske Feb. 25, 1930 1,793,566Stanaway Feb. 24, 1931 1,959,031 Masters May 15, 1934 2,118,079 Goode etal. May 24, 1938 2,803,235 Goschel et al Aug. 20, 1957

1. APPARATUS FOR COLD WEATHER STARTING BY THE INTRODUCTION OFVOLATILIZED PRIMING FLUID INTO THE INTAKE MANIFOLD OF AN INTERNALCOMBUSTION ENGINE COMPRISING A PRESSURE ISOLATED RESERVOIR, MEANS FORMEASURING A SPECIFIC AMOUNT OF PRIMING FLUID INTO SAID RESERVOIR, AVAPORIZER HAVING A VAPORIZING CHAMBER AND AN ELECTRICAL HEATING ELEMENTIN THE CHAMBER FOR VAPORIZING OF PRIMING FLUID, A VALVED CONDUITINTERCONNECTING SAID RESERVOIR AND SAID VAPORIZER FOR GRAVITY FLOW OFFLUID FROM THE RESERVOIR TO THE VAPORIZER CHAMBER, AN ELONGATED VAPORDELIVERY TUBE ATTACHED AT ONE END TO THE VAPORIZER AND HAVING A NOZZLEAT ITS OPPOSITE END ADAPTED TO BE PLACED IN THE INTAKE MANIFOLD OF ANINTERNAL COMBUSTION ENGINE FOR DELIVERY OF VAPORIZED PRIMING FLUID FROMTHE VAPORIZER CHAMBER TO THE INTAKE MANIFOLD OF AN ENGINE, AND A GASEOUSPRESSURE SYSTEM FOR THE INTRODUCTION OF A PRESSURIZED GAS INTO SAIDRESERVOIR ON TOP OF A LEVEL OF PRIMING FLUID THEREIN, SAID PRESSURESYSTEM INCLUDING MEANS RESPONSIVE TO AN INCREASE IN TEMPERATUREPROVIDING FOR AN INITIAL LARGE PRESSURE WHICH WILL DIMINISH ITSELF INDRIVING THE PRIMING FLUID FROM THE RESERVOIR TO THE VAPORIZER AND INDRIVING VAPORIZED PRIMING FLUID FROM THE VAPORIZER THROUGH THE VAPORDELIVERY TUBE.